UNIVERSITY  OF  CALIFORNIA 
AT   LOS  ANGELES 


61ST  CONGRESS,  )  HOUSE  OF  REPRESENTATIVES,  j  DOCUMENT 

3d  Session.       \  \    No.  830. 


TOTUSKEY  RIVER,  VIRGINIA. 

State  College 

of  Washington 
BETTER  yj^ 

FROM 

THE  ACTING  SECRETARY  OF  WAR, 

TRANSMITTING, 

WITH  A  LETTER  FROM  THE  ACTING  CHIEF  OF  ENGINEERS,  RE- 
PORTS ON  EXAMINATION  AND  SURVEY  OF  TOTUSKEY  RIVER, 
VIRGINIA,  FROM  DEEP  WATER  IN  RAPPAHANNOCK  RIVER  TO 
THE  BRIDGE  ABOUT  5  MILES  ABOVE  ITS  MOUTH. 


MARCH  31,  1910. — Referred  to  the  Committee  on  Rivers  and  Harbors  and  ordered  to 

be  printed. 


<?»;  WAR  DEPARTMENT, 

J  Washington,  March  30,  1910. 

4         SIR:  I  have  the  honor  to  transmit  herewith  a  letter  from  the  Acting- 
's!     Chief  of  Engineers,  U.  S.  Army,  dated  29th  instant,  together  with 
„.   copies  of  reports  from  Maj.  Jay  J.   Morrow,  Corps  of   Engineers, 
dated  May  10,  1909,  and  January  7, 1910,  on  preliminary  examination 

<*      and  survey,  respectively,  of  Totuskey  River,  Virginia,  made  by  him 

^      in  compliance  with  the  provisions  of  the  river  and  harbor  act  of  March 

^T      3,  1909. 

Very  respectfully,  ROBERT  SHAW  OLIVER, 

-•  Acting  Secretary  of  War. 

The  SPEAKER  OF  THE  HOUSE  OF  REPRESENTATIVES. 


,  WAR  DEPARTMENT, 

0  OFFICE  OF  THE  CHIEF  OF  ENGINEERS, 

r-  Washington,  March  29,  1910. 

\        SIR:  1  have  the  honor  to   submit  herewith,   for   transmission   to 
^    Congress,  reports  dated  May  10,  1909,  and  January  7,  1910,  by  Maj. 
^    Jay  J.  Morrow,  Corps  of  Engineers,  on  preliminary  examination  and 
uj"    survey,  respectively,  called  for  by  the  river  and  harbor  act  approved 
March  3,   1909,  of  Totuskey  River,  Virginia,  from  deep  water  in 
Rappahannock  River  to  the  bridge  about  5  miles  above  its  mouth. 

448726 


a  TOTUSKEY  RIVER,   VIRGINIA. 

This  locality  has  been  under  improvement  by  the  General  Govern- 
ment, 2,117  feet  of  longitudinal  log  dike  having  been  constructed  at 
Bookers  bar  in  1883.  The  district  officer  submits  several  plans  for 
further  improvement,  ranging  in  cost  from  $11,600  to  $57,500,  but  in 
view  of  the  limited  benefits  to  navigation  which  would  result,  as  com- 
pared with  the  initial  cost,  he  expresses  the  opinion  that  the  proposed 
improvement  is  not  worthy  of  being  undertaken  by  the  General  Gov- 
ernment, and  this  opinion  is  concurred  in  by  the  division  engineer. 

These  reports  have  been  considered  by  the  Board  of  Engineers  for 
Rivers  and  Harbors,  which  states  in  its  report  dated  February  14,  1910, 
herewith,  that  the  cost  of  improving  this  stream  by  any  of  the  methods 
suggested  would  be  disproportionate  to  the  probable  resulting  benefits 
and  that  it  is  inadvisable  for  the  General  Government  to  undertake 
the  work. 

I  concur  in  the  views  of  the  Board  of  Engineers  for  Rivers  and 
Harbors. 

Very  respectfully,  FREDERIC  V.  ABBOT, 

Acting  Chief  of  Engineer*. 

The  SECRETARY  OF  WAR. 


PRELIMINARY  EXAMINATION  OF  TOTUSKEY  RIVER,  VIRGINIA. 

UNITED  STATES  ENGINEER  OFFICE. 

Washington,  D.  C.,  May  10,  1909. 

SIR:  Jn  accordance  with  orders  from  the  Chief  of  Engineers,  I  have 
the  honor  to  submit  the  following  report  of  a  preliminary  examination 
of  Totuskey  River  from  deep  water  in  Rappahannock  River  to  the 
bridge  about  5  miles  above  its  mouth,  made  in  compliance  with  the 
requirements  of  the  river  and  harbor  act  of  March  3,  1909. 

The  examination  was  made  April  27,  1909,  by  Assistant  Engineer 
William  B.  Harrison,  under  instructions  from  me.  On  that  day  he 
had  conferences  at  Warsaw,  Va.,  with  several  prominent  citizens 
interested  in  the  proposed  improvement. 

A  preliminary  examination  was  made  of  this  same  stream,  under 
direction  of  Maj.  Spencer  Cosby,  Corps  of  Engineers,  b}'  Assistant 
Engineer  F.  C.  Warman,  in  April,  1907,  in  compliance  with  the  river 
and  harbor  act  of  March  2,  1907.  Mr.  Harrison's  report  follows 
closely  the  lines  of  the  former  report  (published  in  H.  Doc.  No.  451, 
60th  Cong.,  1st  sess.),  but  contains  such  modifications  and  additions 
as  were  brought  out  by  the  examination. 

The  following  is  from  Mr.  Harrison's  report: 

General  description.—  Totuskey  River  rises  on  the  boundary  of  Northumberland 
and  Richmond  counties,  Va.,  flows  in  a  southwesterly  direction  through  Richmond 
County,  and  empties  into  Rappahannock  River  H5  miles  above  its  mouth  (Chesapeake 
Bay)  and  7  miles  below  Tappahannock.  The  total  length  of  Totuskey  River  is  about 
15  miles,  and  the  country  through  which  it  flows  and  drains,  about  36  square  miles, 
is  undulating  and  fertile.  The  principal  settlements  in  this  area  are  Warsaw,  with 
about  275  inhabitants;  Haynesville,  with  150;  Emmerton,  with  100;  Farnham,  with 
100;  and  Lyells,  with  75;  and  the  total  tributary  population  is  claimed  at  about  3,OCO 
persons  to  the  area  of  only  36  square  mile?.  This  estimate  is  thought  to  be  excessive, 
as  the  1900  census  gives  the  population  of  the  whole  of  Richmond  County,  210  square 
miles,  as  only  7,088.  The  residents  of  this  section  of  the  country  are  chiefly  engaged 
in  lumbering,  agricultural  pursuits,  and  canning.  There  are  18  stores  in  the  area. 

This  stream  is  not  believed  to  have  any  water  power  or  terminal  possibilities.  For 
the  first  5  miles  above  its  mouth  it  has  the  characteristics  of  a  tidal  estuary,  with  a 


TOTUSKEY   EIVEE,   VIRGINIA.  3 

mean  range  of  tide  of  about  2  feet  and  no  appreciable  slope.  The  water  is  usually 
fresh.  The  stream  is  bordered  by  high  banks,  varying  from  300  feet  to  600  feet  apart 
and  averaging  about  400  feet  apart.  Between  the  high  banks  extensive  marshes 
exist,  alternating  from  bank  to  bank,  reducing  the  water  widths  to  an  average  of 
about  200  feet  above  and  about  500  feet  below  Bookers  bar  and  making  the  naviga- 
ble channel  extremely  tortuous. 

The  "Northern  Neck  Road,"  connecting  Fredericksburg,  Va.,  with  Chesapeake 
Bay,  bridges  the  stream  about  5  miles  above  its  mouth.  The  bridge  is  a  low  struc- 
ture without  a  draw,  which  limits  navigation  above  it  to  small  lighters  The  stream 
forks  into  two  branches  ab  mt  100  yards  above  the  bridge,  and  it  is  said  that  lighter 
navigation  is  available  up  the  branches  for  the  distances  of  2  and  6  miles,  respectively. 
The  bridge  is  the  head  of  the  desired  improvement. 

There  are  two  boat  landings  maintained  on  this  stream;  the  one  at  North  Bend, 
about  one-half  mile  below  Bookers  bar,  is  simply  a  precipitous  bank  with  sufficient 
adjacent  depth  of  water  for  boats  to  land;  the  other,  at  the  bridge,  has  two  small 
timber  wharves  and  one  earthen  landing.  Other  landings  are  available  and  are 
occasionally  used  at  such  points  along  the  stream  where  the  channel  winds  close  in 
to  the  high  banks.  The  landing  and  wharf  facilities  are  adequate  for  the  present  and 
future  needs  of  commerce  of  the  stream.  No  vessels  were  in  the  stream  on  April  27. 

The  tributary  area  is  about  two-thirds  cultivated  and  one-third  wooded,  princi- 
pally with  pine.  The  soil  is  fertile  and  the  locality  is  well  adapted  for  trucking  if 
quick  transportation  facilities  were  available.  Fifteen  bushels  of  wheat  are  usually 
raised  per  acre,  though  some  parts  of  this  section  yield  as  high  as  35  bushels. 

There  are  no  railroads  accessible  and  all  shipments  are  necessarily  made  by  water. 
Wellfords  wharf  on  the  Rappahannock  River  is  situated  about  two-thirds  of  a  mile 
above  its  mouth,  about  5£  miles  from  Warsaw,  the  principal  settlements  of  the 
tributary  area,  whereas  the  bridge,  the  head  of  the  proposed  improvement,  is  about 
3  niiles  from  Warsaw,  9  miles  from  Wellford  or  Sharps  wharf  on  the  Rappahannock 
River,  11  miles  from  Kinsale,  8  miles  from  Hyacinth,  and  10  miles  from  Lodge 
wharves,  all  on  the  Potomac  River.  Some  of  these  places,  the  nearest  points  touched 
by  the  regular  line  of  steamers,  are  still  nearer  to  that  portion  of  the  tributary  area 
located  above  the  bridge. 

Previous  examinations  and  operations. — An  examination  of  Totuskey  River  was  made 
in  1874.  The  obstructions  to  navigation  were  found  to  consist  of  a  bar  at  the  mouth, 
which  forms  a  part  of  the  wide  flat  between  the  outlet  of  the  stream  and  the  navi- 
gable channel  of  the  Rappahannock,  having  a  ruling  depth  of  4£  feet,  and  a  bar  about 
2$  miles  above  the  mouth,  known  as  Bookers  bar,  having  a  ruling  depth  of  3  feet. 
It  was  at  this  time  proposed  to  dredge  a  channel  60  feet  wide  and  8  feet  deep  through 
Bookers  bar,  to  construct  a  dike  at  this  bar  at  an  estimated  cost  of  $14,960,  and  to 
omit  work  on  the  bar  at  the  mouth. 

Between  June  14,  1880,  and  August  2,  1882,  $10,000  was  appropriated  for  this  im- 
provement, and  this  sum  was  expended  in  constructing  a  longitudinal  log  dike  2,117 
feet  long  at  Bookers  bar,  which  was  completed  in  1883. 

In  1881  a  detailed  survey  was  made  of  both  bars  and  a  channel  100  feet  wide  and 
8  feet  deep  through  the  bar  at  the  mouth  was  added  to  the  project,  the  estimated  cost 
of  which  was  increased  to  $33,745.03.  In  1884  the  improvement  of  the  bar  at  the 
mouth  was  dropped  from  the  project  and  the  estimated  cpet  reduced  to  $21,312. 

This  stream  was  carried  on  the  list  of  improvements  until  1 890,  when,  no  additional 
appropriations  having  been  made  by  Congress,  it  was  dropped.  As  far  as  is  known 
no  work  of  improvement  has  ever  been  done  by  private  parties. 

Channel  depth*  and  obstructions  to  8- foot  navigation. — The  depth  immediately  below 
the  bridge  is  about  18  feet  and  the  width  between  low-water  ,ines  is  about  150  f-et. 
To  make  a  turning  basin  for  large  steamers  at  this  point  of  250  feet  width  would  re- 
quire a  cut  of  about  100  feet  into  the  marsh.  The  ruling  depth  from  the  bridge  to 
the  upper  end  of  Bookers  bar  is  10  feet,  with  the  exceptio  i  of  a  small  bar  (Straw- 
berry Hill  bar)  having  the  length  of  about  500  feet  and  the  ruling  depth  of  about  5 
feet  and  located  in  the  channel  crossing  about  one-half  mile  below  the  bridge.  The 
depths  from  the  upper  end  of  Bookers  bar  to  the  deep  water  in  the  Rappahannock 
River,  a  distance  of  about  3£  miles,  vary  from  3J  to  12  feet,  and  fully  three-fourths 
of  that  distance,  or  about  2£  miles,  has  less  than  8-foot  depth.  The  shoalest  bars 
found  in  this  reach  are  as  follows: 

The  bar  at  the  mouth  of  the  creek  is  a  wide  mud  flat,  and  extends  out  to  deep 
water  in  Rappahannock  River,  a  distance  of  about  1  mile.  The  depth  over  this  bar 
varies  from  4|  to  5  feet  at  low  tide.  It  is  part  of  an  extensive  flat  in  the  Rappahan- 
nock, and  has  probably  been  formed  by  tidal  action,  in  the  main  independent  of 
freshet  deposits  from  Totuskey  River,  though  they  have  probably  contributed  some- 
what to  its  formation. 


4  TOTUSKEY   RIVER,   VIRGINIA. 

About  one-half  of  a  mile  inside  the  mouth  of  the  creek  a  mud  bar  is  encountered 
about  500  feet  long,  with  a  ruling  depth  of  about  5  feet  at  low  tide. 

Coolspring  bar,  about  2  miles  above  the  mouth  of  the  river,  is  a  mud  bar  about 
1,000  feet  long,  with  a  ruling  depth  of  about  4  feet  at  low  tide. 

Bookers  bar,  about  2£  miles  above  the  mouth,  is  the  most  serious  obstruction  to 
navigation  in  the  stream.  The  bar  is  caused  by  a  sudden  expansion  of  the  river 
from  about  200  feet  to  about  900  feet,  and  also  because  it  is  a  point  of  crossing  of  the 
channel  from  one  bank  to  the  other.  The  dike  which  was  constructed  in  1883, 
although  in  need  of  some  repair,  has  effectually  reduced  the  width  at  this  point,  and 
the  ruling  depth  over  the  bar  is  now  about  3£  feet  at  low  tide,  which  is  half  a  foot 
greater  than  it  was  in  1874.  This  increase  in  depth  is  due  to  vessels  dragging 
through  the  mud  and  to  the  effect  of  the  dike.  This  bar  is  composed  of  soft  mud 
and  is  about  3,000  feet  long. 

Improvement  desired. — A  channel  10  feet  deep  at  low  tide,  100  feet  wide,  and  wider  at 
the  turns,  with  a  turning  basin  at  Totuskey  bridge  is  requested  to  permit  of  naviga- 
tion of  the  stream  by  the  regular  line  of  steamers  plying  the  Rappahannock  River, 
and  if  this  improvement  can  not  be  obtained  it  is  stated  that  a  channel  8  feet  deep 
at  low  tide  and  80  feet  wide  and  wider  at  the  turns,  with  a  turning  basin,  would 
afford  the  community  great  relief,  and  would  provide  all  the  facilities  required  by- 
sailing  vessels  and  barges.  The  longest  barge  now  navigating  the  stream  is  178  feet 
long.  A  turning  basin  to  accommodate  the  regular  line  of  steamers  plying  the  Rap- 
pahannock River  should  be  at  least  250  feet  wide,  but  to  accommodate  the  vessels 
and  barges  now  plying  the  stream  200  feet  wide  would  be  sufficient. 

The  dike  at  Bookers  bar  would  require  repair,  and  a  jetty  would  be  needed  across 
the  mud  flat  at  the  mouth  to  maintain  the  depth  obtained  by  dredging.  Although 
partly  sheltered  behind  Accaceek  Point  this  jetty  would  have  to  be  very  substantially 
built  to  resist  the  action  of  ice  in  Rappahannock  River. 

If  these  jetties  were  constructed  it  is  thought  that  the  cost  of  maintaining  the 
channel  would  be  comparatively  small. 

Present  commerce.— At  present  commerce  is  carried  on  in  bugeyes,  schooners,  and 
barges  of  from  10  to  250  gross  tons,  and  shipments  are  made  chiefly  to  Baltimore, 
Norfolk,  Philadelphia,  and  Elkton,  Md.  The  principal  articles  of  commerce  are 
lumber,  wood,  railroad  ties,  grain,  farm  produce,  coal,  ice,  canned  fruits  and  vege- 
tables, flour,  oysters,  and  general  merchandise. 

During  1906  the  receipts  and  shipments  amounted  to  about  17,600  tons,  and  were 
estimated  to  be  worth  about  $282,000.  The  shipments  are  reported  to  have  increased 
about  10  per  cent  since  1906,  and  to  be  increasing  from  year  to  year,  especially  those 
of  canned  goods  and  wood  for  pulp.  There  is  no  passenger  traffic  on  Totuskey  River 
at  present,  as  all  passengers  go  to  the  steamer  wharves  on  the  Rappahannock  and 
Potomac  rivers.  Two  vessels  belong  in  Totuskey.  At  the  present  time  the  larger 
vessels  can  take  but  a  portion  of  their  cargoes  in  the  stream  and  then  drop  out  to  deep 
water  in  the  Rappahannock,  where  the  remainder  of  the  load  is  lightered  out  to  them. 

Prospeclire  commerce  and  benefits. — On  account  of  the  difficulties  and  uncertainties 
of  navigation  in  Totuskey  River  the  freight  rate  on  lumber  is  50  cents  per  1,000  feet 
b.  m.  more  for  lumber  delivered  inside  the  river  than  at  neighboring  wharves 
on  the  Rappahannock  and  its  deeper  tributaries,  and  it  is  very  difficult  even  then  to 
get  vessels  when  wanted.  The  rates  on  other  articles  are  in  proportion.  If  the' 
channels  were  improved,  a  reduction  in  freight  rates  is  anticipated,  and  also  greater 
facility  in  securing  vessels.  Shipments  could  be  made  in  vessels  of  greater  capacity. 
Much  p-oduce  which  is  now  shipped  by  steamers  would  be  shipped  by  sail  vessels 
at  greatly  reduced  rates,  and  the  haul  over  the  country  roads  would  be  greatlv 
reduced. 

It  is  claimed  that  truck-garden  produce  can  be  raised  here  as  easily  as  in  the  vicin- 
ity of  Norfolk,  and  if  the  steamers  entered  the  stream  this  industry  would  develop 
greatly. 

On  the  occasion  of  the  examination  of  1907  Major  Cosby  recom- 
mended unfavorable  action,  but  it  was  clearly  stated  in  the  report  that 
such  report  was  demanded,  by  the  language  of  the  act  which  contem- 
plated the  improvement  over  but  one  bar  of  several  which  obstructed 
navigation,  and  that  the  removal  of  the  one  bar  would  be  of  little,  if 
any,  advantage  to  navigation  in  the  absence  of  work  on  the  remaining 
obstructions. 

The  examination  just  completed  has  been  sufficient  to  demonstrate 
that  any  project  to  improve  the  stream  for  the  navigation  of  the  reu-u- 
lar  line  of  steamers,  plying.  Rappahannock  River  is  neither  practicable 


TOTUSKEY   RIVER,   VIRGINIA.  5 

nor  advisable,  as  it  would  require  dredging  over  almost  the  entire 
length  of  the  stream  to  obtain  the  widths,  depths,  and  alignment  neces- 
sary, its  cost  being  out  of  proportion  to  the  benefits  to  be  derived  from 
the  work. 

The  country  is,  however,  without  railroad  facilities,  and  is  entirely 
dependent  upon  water  transportation,  and  it  is  possible  that  it 
may  be  found  upon  further  examination  that  an  improvement  of  the 
stream  upon  an  8-foot  basis,  or  some  lesser  depth,  would  materially 
improve  the  transportation  facilities  at  a  cost  commensurate  with  the 
commerce  involved.  It  is  believed  that  a  survey  to  this  end  should  be 
made,  and  it  is  accordingly  recommended,  at  an  estimated  cost  of  $700. 
Veiy  respectfully, 

JAY  J.  MORROW, 
Major,  Corps  of  Engineers. 
The  CHIEF  or  ENGINEERS,  U.  S.  ARMF. 
(Through  the  Division  Engineer.) 

•[First  indorsement.] 

U.  S.  ENGINEER  OFFICE,  EASTERN  DIVISION, 

New  York  City,  May  12,  .1909. 

Respectfully  forwarded  to  the  Chief  of  Engineers,  U.  S.  Army. 
While  the  amount  of  commerce  and  the  general  character  of  the 
country  adjacent  to  the  stream  would  appear  to  indicate  that  only  a 
ver}T  limited  improvement  would  be  justifiable  at  best,  I  concur  with  the 
district  officer  in  recommending  a  survey  to  determine  whether  it  is 
possible  to  improve  the  transportation  facilities  at  a  cost  commensurate 
with  the  commerce  involved. 

D.  W.  LOCKWOOD, 
Colonel,  Corps  of  Engineers, 

Division  Engineer. 

[Third  indorsement.] 

BOARD  OF  ENGINEERS  FOR  RIVERS  AND  HARBORS, 

Washington,  D.  C.,  May  25,  1909. 

Respectfully  returned  to  the  Chief  of  Engineers,  U,  S.  Army. 
The  district  officer  states  that  a  radical  improvement  of  this  stream 
is  neither  practicable  nor  advisable  on  account  of  the  extent  and  cost 
of  the  work  involved.  He  believes,  however,  that  a  further  investi- 
gation involving  a  survey  should  be  made  to  determine  whether  any 
moderate  improvement  could  be  effected  at  a  cost  commensurate  with 
the  commerce  involved.  The  division  engineer  is  in  accord  with  the 
views  of  the  district  officer. 

In  view  of  the  fact  that  the  locality  is  entirely  dependent  upon  water 
transportation  and  that  the  cost  necessary  to  determine  the  practica- 
bility and  advisability  of  the  improvement  is  not  great,  the  Board 
believes  the  locality  worthy  of  consideration  to  this  extent,  and  there- 
fore recommends  that  the  survey  proposed  by  the  district  officer  be 
authorized. 
For  the  Board: 

JOHN  G.  D.  KNIGHT, 
Colonel,  Corps  of  Engineers, 

Senior  Member  Present. 


6 


TOTUSKEY   RIVER,   VIRGINIA. 


[Fourth  indorsement.] 

WAR  DEPARTMENT, 
OFFICE  OF  THE  CHIEF  OF  ENGINEERS, 

Washington,  June  2,  1909. 

Respectfully  submitted  to  the  Secretary  of  War. 
This  is  a  report  on  preliminary  examination  of  Totuskey  River, 
Virginia,  authorized  by  the  river  and  harbor  act  of  March  3,  1909. 

Inviting  attention  to  the  report  of  the  Board  of  Engineers  for 
Rivers  and  Harbors  in  the  preceding  indorsement,  I  recommend  that 
a  survey  of  the  locality,  as  proposed,  be  authorized. 

W.  L.  MARSHALL, 
Chief  of  Engineers,  U.  S.  Army. 

[Fifth  indorsement.] 

W  AR  DEPARTMENT,  June  3,  1909. 
Approved  as  recommended  by  the  Chief  of  Engineers. 

ROBERT  SHAW  OLIVER, 

Assistant  Secretary  of  War. 


SURVEY  OF  TOTUSKEY  RIVER,  VIRGINIA. 

UNITED  STATES  ENGINEER  OFFICE, 

Washington,  D.  C.,  January  7,  1910. 

SIR:  In  compliance  with  orders  contained  in  department  letter  of 
June  9,  1909,  I  have  the  honor  to  submit  the  following  report  on  the 
survey  of  Totuskey  River,  Virginia,  from  deep  water  in  the  Rappa- 
hannock  River  to  the  bridge,  about  5  miles  above  its  mouth,  made  in 
compliance  with  the  requirements  of  the  river  and  harbor  act  of  March 
3,  1909. 

The  survey  was  made  in  October,  1909,  b}'  Assistant  Engineer  John 
Krey.  A  full  description  of  the  locality  and  conditions  of  the  stream 
are  given  in  my  report  on  the  preliminary  examination  dated  May  10, 
1909.  Supplementary  information  obtained  during  the  survey  is 
noted  in  full  on  map  accompanying.0 

Estimates  have  been  prepared  on  the  basis  of  channels  of  8  feet  and 
6  feet  depth,  and  of  100  feet  and  80  feet  width  through  all  of  the  bars 
between  the  Rappahannock  River  and  the  bridge  about  5  miles  above 
the  mouth  of  Totuskey  River.  The  names  of  the  bars  encountered  in 
the  two  projects  for  8  and  6  foot  navigation,  with  the  estimated  quan- 
tities of  excavation,  are  shown  in  tabulated  form  as  follows: 
Eight-foot  project. 


Bare. 

Center  of 
bar  below 
bridge. 

Length 
in  feet. 

Depth  in  feet. 

Estimate. 

Ruling. 

Average. 

For  chan- 
nel 100 
feet  wide. 

For  chan- 
nel 80 
feet  wide. 

Strawberry  Hill  

Miles. 
0.8 
1.9 
2.6 
3.5 
4.1 
5.3 

700 
2,100 
4,300 
2,200 
1,200 
5,100 

6.6 
5.0 
5.8 
7.2 
5.5 
4.5 

7.0 
5.9 
6.8 
7.5 
6.8 
6.0 

Ca.  yds. 
6,200 
29,000 
42,000 
14,600 
11,800 
90,700 

Cu.  yds. 
5,200 
24,100 
35,000 
12,200 
9,800 
75,600 

Phillips 

Shipyard  .  .  . 

Mouth  
Total  6  bars 

15,600 

194,300 

161,900 

1                                                    1 

i  Not  printed. 


TOTUSKEY   RIVEK,    VIRGINIA. 
Six-foot  project. 


Center 
of  bar 
below 
bridge. 


Depth  in  feet. 


Length 
in  feet. 


Ruling. 


Average. 


For  For 

channel  channel 

100  feet  80  feet 

wide.  wide. 


Miles.  Cu.  yds.  Cu.  yds. 

Bookers 1.9  1,600  '  5.0  5.6  10,000  8,300 

CoolSpring 2.6  1,100  5.0  5.7  6,400  5,300 

Shipyard 4.1  600  5.4  5.8  3,200  2,700 

Mouth 5.4  4,600  4.5  5.0  41,000  34,100 

TotaUbars |        7,900  \ 60,600          50~400 

The  estimated  costs  for  the  work  along  the  four  projects,  with  the 
estimated  costs  of  annual  maintenance,  are  shown  in  tabulated  form  as 
follows: 

One  hundred  feet  wide  and  8  feet  deep. 

194,300  cubic  yards  of  dredging,  at  20  cents  per  cubic  yard $38, 860 

Engineering  and  contingencies,  about  15  per  cent 5,  840 

Total 44,  700 

Maintenance,  $5,000  yearly. 

One  hundred  feet  wide  and  6  feet  deep. 

60,600  cubic  yards  of  dredging,  at  20  cents  per  cubic  yard $12, 120 

Engineering  and  contingencies,  about  15  per  cent 1,  880 

Total 14,000 

Maintenance,  $2,500  yearly. 

Eighty  feet  wide  and  8  feet  deep. 

161 ,900  cubic  yards  of  dredging,  at  20  cents  per  cubic  yard $32, 380 

Engineering  and  contingencies,  about  15  per  cent 4, 820 

Total 37, 200 

Maintenance,  $4,000  yearly. 

Eighty  feet  wide  and  6  feet  deep. 

50,400  cubic  yards  of  dredging,  at  20  cents  per  cubic  yard $10, 080 

Engineering  and  contingencies,  about  15  per  cent 1, 520 

Total 11,600 

Maintenance,  $1,800  yearly. 

An  estimate  also  is  prepared  for  providing  a  channel  6  feet  deep  and 
80  feet  wide  throughout,  excepting  that  the  width  is  increased  to  130 
feet  through  the  bar  at  the  mouth  of  the  river.  The  estimate  for  this 
channel  and  for  annual  maintenance  thereof  is  as  follows : 

Cubic  yards. 

130  feet  through  mouth  bar 75, 900 

80  feet  through  other  bars 16, 300 

Total 92,200 

92, 200  cubic  yards  of  dredging,  at  20  cents  per  cubic  yard 18, 440 

Engineering  and  contingencies,  about  15  per  cent 2,  760 

Total 21,200 

Maintenance,  $3,000  yearly. 


8  TOTUSKEY  RIVER,   VIRGINIA. 

As  stated  in  the  preliminary  report,  and  as  shown  in  the  preceding 
estimates,  the  most  serious  difficulty  connected  with  a  project  for  the 
improvement  of  navigation  in  this  stream  is  the  wide  bar  at  the  mouth 
across  the  mud  flats  in  the  Rappahannock  River,  and  it  is  believed  that 
most  of  the  work  of  maintenance  will  be  required  to  maintain  the 
channel  across  this  flat.  It  is  estimated  that  the  maintenance  cost  in 
each  of  the  foregoing  projects  could  be  reduced  to  about  one-fifth- 
respectively  of  the  estimated  amounts  by  the  addition  of  a  riprap  jetty 
across  these  flats  for  the  protection  of  the  channel  across  the  flat  called 
"Mouth  bar."  The  estimated  cost  of  the  jetty,  about  5,000  feet  in 
length  and  containing  about  20,000  cubic  }7ards  of  riprap,  including  an 
allowance  of  15  percent  for  engineering  and  contingencies,  is  $57,500. 

There  are  no  questions  of  terminal  facilities,  development  of  water 
power,  or  any  other  similar  subject  which  require  consideration  in 
connection  with  the  survey  and  report. 

In  view  of  the  high  initial  cost  and  heavy  maintenance  charges  for 
any  improvement  on  the  stream,  and  the  limited  benefits  to  navigation 
as  compared  therewith,  I  am  of  opinion  that  Totuskey  River  is  not 
worthy  of  improvement  by  the  General  Government  at* this  time  with 
a  view  to  increasing  the  depth  from  the  Rappahannock  River  to  the 
bridge  about  5  miles  above  its  mouth. 

Very  respectfully,  JAY  J.  MORROW, 

Major,  Corps  of  Engineers. 

The  CHIEF  OF  ENGINEERS,  U.  S.  ARMY. 
(Through  the  Division  Engineer.) 

[First  indorsement.] 

U.  S.  ENGINEER  OFFICE,  EASTERN  DIVISION, 

New  York  City,  January  13,  1910. 

Respectfully  forwarded  to  the  Chief  of  Engineers,  U.  S.  Army, 
concurring  in  the  views  and  recommendations  of  the  district  officer. 

WM.  T.  ROSSELL, 

Colonel,  Corps  of  Engineers, 

Division  Engineer. 

[Third  indorsement.] 

BOARD  OF  ENGINEERS  FOR  RIVERS  AND  HARBORS, 

Washington,  D.  C.,  February  lli,  1910. 

Respectfully  returned  to  the  Chief  of  Engineers,  U.  S.  Army. 
Based  on  the  results  of  the  survey,  the  district  officer  submits  esti- 
mates for  channels  of  varying  widths  and  depths  as  follows: 


Width. 

Depth. 

Esti- 
mated 
cost. 

Esti- 
mated 
mainte- 
nance. 

100  feet 

Feel. 

80  feet       

100  feet 

80  feet 

80  feet  in  river.  130  feet  over  bar  at  mouth  

| 

TOTUSKEY  RIVER,  VIRGINIA.  9 

An  estimate  is  also  submitted  in  the  sum  of  $57,500  for  a  jetty  about 
5,000  feet  in  length  over  the  bar  at  the  mouth  of  the  river.  Such  a 
jetty,  it  is  thought,  would  materially  reduce  the  cost  of  maintenance 
of  any  of  the  above  channels.  On  account  of  the  comparative!}7  large 
first  cost  and  subsequent  maintenance,  the  district  officer  is  of  opinion 
that  the  improvement  of  this  stream  is  not  justified,  and  in  this  view 
the  division  engineer  concurs. 

It  is  reported  that  there  are  some  five  villages  in  the  vicinity  of  the 
proposed  improvement  having  a  population  of  about  100  to  275  each, 
and  that  the  total  population  tributary  is  about  3,000.  The  commerce 
reported  is  of  a  miscellaneous  character,  amounting  to  about  17,600 
tons.  The  principal  obstacle  to  navigation  is  a  wide,  flat  bar  at  the 
mouth  of  the  river,  having  over  it  a  depth  of  only  4  to  5  feet  for  a  dis- 
tance of  about  three-fourths  of  a  mile.  The  maintenance  of  a  channel 
through  this  bar  would  require  either  the  construction  of  a  jetty  or 
frequent  dredging  over  the  entire  distance.  In  the  first  case  the  cost 
is  prohibitive,  and  in  the  second  the  channel  would  not  be  reliable, 
and  consequently  not  of  sufficient  value  to  justify  the  cost. 

The  Board  is  of  opinion  that  the  cost  of  improving  this  stream 
by  any  of  the  methods  suggested  would  be  disproportionate  to  the 
probable  resulting  benefits,  and  therefore  it  concurs  with  the  district 
officer  and  the  division  engineer  in  believing  it  to  be  inadvisable  for  the 
General  Government  to  undertake  the  work. 

Interested  parties  were  notified  of  the  adverse  report  of  the  district 
officer  and  invited  to  submit  their  views  to  the  Board,  but  no  com- 
munications have  been  received. 

In  compliance  with  the  provisions  of  section  13  of  the  act  of  March 
3,  1909,  the  Board  reports  that  there  are  no  questions  of  terminal 
facilities,  water  power,  or  other  subjects  so  related  to  the  project  pro- 
posed that  they  may  be  coordinated  therewith  to  lessen  the  cost  and 
compensate  the  Government  for  expenditures  made  in  the  interests  of 
navigation. 

For  the  Board: 

W.  C.  LANGFITT, 
Lieut.  Col.,  Corps  of  Engineers, 

Senior  Member  Present. 

O 

H.  Rep.  830,  61-2 2 


UNIVERSITY  OF  CALIFORNIA,  LOS  ANGELES 

THE  UNIVERSITY  LIBRARY 
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